Internal-combustion engine



June 10, 1930. Q U E 1,762,666

INTERNAL COMBUSTION ENGINE Filed March 26, 1928 3 Sheets-Sheet 2 I'NVTOR. M' nesses R :9- do M BY W \Q W Q ATTORNEYS.

Q N v June 10, 1930. A. o. A. RUNGE 1,762,666

INTERNAL COMBUSTION ENGINE Filed March '26, 1928 5 Sheets-Sheet 3 Jaye.

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Patented June 10, 1930 UNITED STATES PATENT OFFICE ALFRED O. A. RUNC-E,OF WINDSOR, ONTARIO, CANADA INTERNAL-ClOMBUSTION ENGINE Applicationfiled March 26, 1928.

' thereof'will not be exposed to the exploded charge and will thereforenot be subject to foulingthrough the accumulation of carbon as is thecase in internal combustion engines as ordinarily constructed.

Another object of the invention is to provide an internal combustionengine so constructed that the inlet for the explosive charge isremotely located with respect to the charge firing space of the enginecylinden, so. that there is no liability of backfire and therefore thefire risk is greatly reduced. and in fact substantially eliminated.

Another object of the invention is to provide an internal combustionengine so constructed and operating in such a manner that it willdeliver greater power than the ordinary types of such engines and will.consume less fuel.

Another object of the invention is to so construct the engine thatvibration will be substantially eliminated, so that the engine willoperate more smoothly than internal combustion engines of ordinaryconstruction.

While the accompanying drawings and the description which is to follow,constitute a disclosure of the preferred embodiment of the invention, itwill be understood that various changes may be made within the scope ofwhat is claimed.

In the accompanying drawings:

Fig. 1 is a side elevation of the combustion engine embodying theinvention, the same being of the two-cycle type;

Fig. 2 is a top plan view of the engine;

Fig. 3 is a vertical longitudinal sectional view through the engine;

Fig. 4 is a vertical transverse sectional view taken substantially onthe line 4 l of Figure 2 looking in the direction indicated by thearrows;

Fig. 5 is a horizontal sectional view through the cylinder of the engineand the parts'associated therewith, the pistons being shown in top plan.

In the drawings the cylinder of the engine Serial No. 264,833.

is indicated in general by the numeral 1 and the same is supported bythe usual bed block 2, in the instance of stationary engines, althoughit will be understood that the cylinder may be mounted in any otherconvenient manner depending of course upon the particular application ofthe principles of the invention. The cylinder is preferably providedwith the usual water jacket indicated by the numeral and is closed atone end by a head L removably secured in place by bolts or otherfastening devices indicated by the numeral 5. The head 4: is of hollowconstruction so as to provide a charge conducting passage or chamber 6,and this chamber opens through the outer side of the head 4: by way ofan opening 7 which is placed in communication with the delivery end of afuel supply pipe 8 which leads from a suitable carburetor 9 preferablymounted beneath the cylinder 1 in the manner shown in Figure l of thedrawings. The cylinder head et is preferably formed with a portion 10 inwhich, and the main portion of the head, the passage 6 is located, andthis portion 10 is of less diameter than the main portion of the headand tits in an opening 11 provided in the outer end of the cylinder 1.An opening is formed in the inner side of the portion 10 centrally ofthe head 4- and communicates with the passage or chamber 6, and thisopening is defined by a tapered valve seat indicated by the numeral 12.The intake alre of the engine 15 indicated by the numeral 13 and thehead of the valve is adapted to coact with the seat 12 as clearly shownin Figures 3 and 5 of the drawings, the stem 14 of the valve fittingslidably through an opening 15 formed in the head at axially thereof.The said head 4 is preferably formed with a boss 16 concentric to theopening 15. and this boss has an inclined or diagonal. face indicated bvthe numeral 17. A bifuratcd abutment ls of wedge shape, is disposed tostraddle the valve stem let and engage at its inclined face against thediagonal end face of the boss 16 as clearly shown in Figure 5, and aspring 19 is arranged upon the valve stem and bears between the saidabutment 18 and a collar 20 which is arranged upon the stem and held inplace by a nut 21 threaded onto the end of the stem. The abutment 18 isprovided with a thread ed stem 22 which extends laterally therefrom, anda nut. 23 is threaded onto the said stem and is'confined' between a pairof apertured ears 24 preferably formed integrally upon the cylinder head4 as most.

clearly shown in Figures 2 and 5 of the drawings. At this point it willbe evident that by adjusting the nut 23, the abutment 18 may be adjustedacross the diagonal face of the boss 16 so as to vary the tension of thespring 19, the spring normally hold ing the intake valve 13 in theclosed position shown in Figures 3 and 5 of the draw mgs. V

The wall of the Cylinder 1 is provided, at one side, with a by-passpassage indicated by the numeral 25, the inlet end of this passage beinglocated in spaced relation to the head of the cylinder, and the deliveryand of the passage being. spaced from the inlet end a distancesufficient to provide for proper functioning of the engine in a mannerwhich will presently be described. The engine embodies two pistons oneindicated by the numeral 26 and the other by the numeral 27, and the rod28 of the piston 26 fits slidably through the head of the piston 27,thepiston 27 being provided at its side which opposes the open end ofthe cylinder 1 or in other words the inner end of the cylinder, with apair of parallel bars 29 which are bolted or otherwise secured as at 30to a yoke 31 which is provided with a stem 32 mounted in a cross headwhich isinturn slidably mounted in a slide 34 comprising, preferably, apart of the base or foundation structure of the engine.

The piston rod 28 is connected to a head 35, preferably by beingthreaded into the head as shown in Figure 3 of the drawings, and thishead is provided with a stem 36 which is mounted ina cross head 37 inturn mounted ina slide 38 corresponding to the slide 34 and arranged inspaced parallel relations thereto, the slides 34 and 38 being located atopposite sides of the base structure for the engine. The crank shaft oftheengine is indicated by the numeral 39 and is mounted in suitablebearings 40 upon the base structure 2 and has fixed upon its ends-flywheels 41. The said shaft is provided with oppositely extended cranks 42and 43. A pitman rod 44 is connected to the crank 42 and to the stem 32of the head 31, and a pitmen rod 45 is connected to the crank 43 and tothe stem 36 of the head 35.

posite directions, simultaneously, within the cylinder 1. Near its openend the wall of the cylinder is provided with an exhaust port indicatedby the numeral 46, and intermediate its ends the cylinder wall is formedwith an opening 47 in which is fitted a spark plug 48.

As illustrated in the drawings, the pistons 26 and 27 and the respectivecranks are at an intermediate position and, in the operation of theengine, with the pistons in this position, a charge is being drawn intothe cylinder 1 at the outer end thereof by the suction created throughmovement of the piston 26, the pistons at this time being reciprocatedtoward each other. As the pistons are reciprocated in this manner, acharge which has previously been delivered into the cylinder between thepistons, is compressed,

and, at the moment the pistons have reached the limit of their movementtoward each other, as illustrated in broken lines in Fig-.. ure 3 of thedrawings, the charge, which has been compressed, will be fired by thespark plug 48. This results in reciprocationof the piston head in thedirection of the respective ends of the cylinder and in a pull beingexerted upon the piston rod 28 and a thrustupon the piston rods 29, sothat equal force, in opposite directions, is transmitted to therespective cranks of the shaft 39. In this movement of the'piston heads26 and 27, the charge which has been drawn into the outer end of thecylinder is compressed by the head 26 up to the moment when the headreaches the end of its outward stroke and passes the delivery end of thebypass 25, at which time the compressed charge will be delivered fromthe said end of the cylinder, by way of the by-pass, and into thecylinder between the heads 26 and 27. Im-

mediately prior to the delivery of the charge into the cylinder betweenthe heads 26 and 27, the head 27- will uncover the exhaust port 46 thuspermitting exhaust of the exploded charge. From the foregoingdescription of the invention it will be evident that inasmuch as, in thefiring cycle of operation, the piston heads 26 and 27 are driven inopposite directions and away from each other, and equal force is exertedin opposite directions upon the cranks of the shaft 39, a steadytransmission of power to the shaft will be effected thus substantiallyeliminating vibration and obtaining maximum power with a minimumexpenditure of fuel. It will likewise be observed that the inlet valve13 is at no time subjected to the exploded charge and therefore there isno likelihood of the formation of carbon deposits on the valve or itsseat, nor isthere any likelihood of sticking of the valve throughexpansion. It will likewise beevident that there is no likelihood ofbackfiring and no possibility of the flame from the exploded chargereaching the carburetor.

While the drawings and the foregoing description are directed moreespecially to an engine of the two-cycle type, it will be understoodthat the principles of the invention may be readily embodied in afour-cycle engine, in Which event no exterior pump is required to coolthe cylinders.

Having thus described the invention, what I claim is:

An internal combustion engine comprising a cylinder having one end open,a crank shaft at the open end of the cylinder having oppositelyextending cranks, a pair of opposed power pistons reciprocably mountedin said cylinder, a piston rod rigidly secured to the axial center ofthe inner piston and extending slidably through the axial center of theouter piston, a piston rod secured to the outer piston and extending inthe same direction as the first piston rod, a cross-head guideinterposed between the cylinder and the crank shaft, a pair ofcrossheads to form a complete operative unit, with a separate wrist pinin each cross head, means connecting the first piston rod to one Wristpin, means connecting the other piston rod to the other wrist pin, andpitman rods operatively connected to the wrist pins and t0 the arms ofthe crank shaft.

In testimony whereof I afiix my signature.

ALFRED O. A. RUNGE.

